| Dar-es-Salaam Port |
|
Container Terminal Dar es Salaam port is the Tanzania principal port with a rated capacity of 4.1 million (dwt) dry cargo and 6.0 million (dwt) bulk liquid cargo. The Port has a total quay length of about 2,000 metres with eleven deep-water berths. Dar es Salaam port handles about 95% of the Tanzania international trade. The port serves the landlocked countries of Malawi, Zambia, Democratic Republic of Congo, Burundi, Rwanda and Uganda. The port is strategically placed to serve as a convenient freight linkage not only to and from East and Central Africa countries but also to middle and Far East, Europe, Australia and America. The port infrastructure and facilities are mentioned above on the right margin. · Six (6) Berthing Tugs · Sixteen (16) Lighter Towing Tugs · Four (4) Lighters · Two (2) Labour Launches · Two (2) Pilot Boats · Two (2) Patrol Boats · Thirteen (13) Mooring Boats
The intrinsic capacity of the Port of Dar es Salaam is:- General Cargo 3.1 million tonnes Container 1.0 million tonnes Liquid Bulk 6.0 million tonnes
General Cargo Terminal Clearing and Forwarding Agents The repaved General Cargo Terminal has eight deep water berths to cater for Dry Breakbulk Cargo. It has eight sheds with a total floor area of 81,040 square meters in the port. The Terminal has an annual capacity of 2.5 million tons. It is equipped with 28 Portal Cranes (5-7 ton capacity), 27 Yard Cranes (3-5 ton capacity), 119 forklift trucks (2.5 – 3.5 ton capacity), 44 tractors and 86 trailers. Grain Terminal The Grain Terminal has a fully automated silo for handling import and export grains. Discharge is by a grab/hoppers system including three bagging units. Grain is transferred from the quay by 10 dump tractors. The silo is aerated and temperature controlled and has a holding capacity of 30,000 tons. Fumigation facilities are also available to protect the grains against damage by moulds or insects.
Location: Port of Dar es salaam
Foundation: Import and Export facility for grain such as Maize, Wheat and Rice.
Storage Capacity: Concrete Silo, 30,000 Tons consisting of 24 main and 14 interstice Bins.Warehouse 1500 Tons of Grain in bags.
Trucks: 10 Trucks for carrying grain to and from the ship.
Handling Capacity · 2 receiving lines of 125 tons per line per hour. · Consisting of 2 dump pits, 2 independent chain Conveyors, 2 buckets elevators and 2 distribution chain conveyors on silo deck. · 3 outtake lines of 125 ton per line per hour to bagging station. Consisting of 2-belt conveyors and 1 bucket elevator. · 3 bagging lines, consisting of one surge bin, with holding capacity of about 100 tons feeding 3 bagging lines with automatic weighting and sewing, capacity each line 30 tons per hour. · 2 Recirculation line of 125 tons per hour, consisting of two conveyors one chain conveyors, one bucket and one bucket elevator and two distributing chain conveyors on silo deck. · 16 direct Trucks loading spouts and one central truck loading point.
Other facilities: 2 Fumigation equipment for incoming and recirculating grain Aeration equipment for the main silo bins. Temperature monitoring system for each silo bin. Truck Weighing Bridge, capacity 40 Tons
Buildings · Office for Staff · Workshop · Sanitation Building Passenger Facilities Passengers from coastal vessels embark/disembark at Malindi Wharf. General Cargo Terminals have also handled cruises vessels aas the port has no dedicated terminal for cruise vessels yet. Embarking Disembarking Flying Horse 12:45pm 11:55 am to Zanzibar Sea Bus 08:00am 11:15am to Zanzibar 11:15am 03:15pm to Zanzibar 01:30pm 05:45pm to Zanzibar Sstar 07:30am 10:00am to Zanzibar 10:30am 11:45am to Zanzibar 02:20pm 04:00pm to Zanzibar 04:30pm 06:15pm to Zanzibar Sea Express 01:45pm 02:30pm to Zanzibar 04:00pm 05:30pm to Zanzibar Mv Safari Twice a week to Mtwara Cargo Centres · ZAMCARGO · MALAWI CARGO CENTRES - MCCL Shipping Lines The port is linked world wide by major shipping lines such as: · Bank Line – Area of Service – South Africa, Canada Persian Gulf and India Sub-Continent. · CMBT – Area of service – South and East Africa, Gulf and Europe. · CGM SUD – Area – Madagascar, Reunion, UK and Europe · D.O.A.L - Area – North Western Europe · DSR Line – Area – Europe with transshipment to Scandinavia. · Ellerman Lines – Area – Europe with transshipment to USA, Canada. · Global container Line – Area – Gulf, India and Far East. · Gold Star Line – Area – West and South Africa, Far East. · Harrison Line – Area – Europe · Holbud Ltd. London – Area – Gulf & Europe · Ignazio Messina & Co. – Area – South and East Africa, Gulf, India & Europe. · Jadroplov – Area – South and East Africa, Adriatic Port. · Lloyd Triestino Line – Area – Europe, East and South Africa with transshipment to West Africa. · Lykes Lines – Area of Service – US East Coast, South and East Africa. · Maersk Line – Area - World Wide. · Mediterranean Shipping Co. – Area – USA East Coast, Europe, Mediterranean, Persian Gulf, Far East. · Mitsui O.S.K. Lines – Area – Indian Ocean, Far East with transshipment at Singapore to Australia. · N.Y.K. – Area – Far East. · Nedlloyd Line B.V. – Area – Gulf, India, Far East . · P & O Containers Limited – Area – Europe with transshipment to Scandinavia. · Unicorn – CMBT – Area – south and East Africa Gulf & India. · West European Container (WEC) Area – Europe. · Pacific International Lines (PTE) Ltd. – Area – Gulf, Far East with transshipment at Singapore. Shippers The Dar es Salaam port clients comprise of exporters and importers
Export profile Destination · Coffee and Tea Europe, Japan, USA · Cotton Lint Europe/South East Asia · Cashewnuts India/Japan · Sisal Fibre & twine & rope Europe/India/Pakistan · Seed beans Europe · Tobacco Europe/USA · Sugar Europe · Oil Seeds, Peas India · Hides & Skins Europe · Copper Europe, Japan, USA & South East Asia · Major import commodities include Machinery, chemicals, food grains, fertiliser, sugar, motor vehicles, · Sparepartss, Papeer crude oil, petroleum products, plastic materials and textile products. Customs SUMATRA 13.0 REGULATORY CHALLENGES IN THE SURFACE AND MARINE TRANSPORT
13.1 Introduction Tanzania has an area of 945,087 square kilometers and a population of about 35 million people. With such a vast area and a least developed economy, the challenges facing the regulation of transportation industry are immense. Further, the country is bordered with 8 countries, 6 of which are landlocked; hence the performance of transit transport through Tanzania has a bearing on the lives of tens of millions of people in neighboring countries. This paper attempts to look at the role of transport sector in the economy and the challenges encountered in the efforts of regulating the same. Particularly, the paper dwells on the regulation of surface and marine transport.
13.2 Sustainability of the Transport Sector Up until mid 1980’s, rail and marine transport services were mainly provided by the government. The government had also a share in the provision of road transport. However, perpetual government fiscal crises forced the government to look for private financing. Thus from the mid 1980’s, Tanzania has been implementing a number of structural adjustment programs to steer the country from a command economy to a more liberal economy. The policy now emphasizes private sector led economic growth and development. To date, several state owned enterprises have been privatized. The success stories of privatized enterprises in the country have made the rationale for single provider of transport services to progressively disappear and an expanded scope for competition in the sector, especially in the provision of services, to emerge. This change has provided an opportunity to restructure the sector, improve and sustain its efficiency. It has also called for the government to re-align and assume new responsibilities in defining policies and strategies, monitoring safety, and financing some of the less attractive segments. 13.3 Transport Regulatory Framework in Tanzania Regulatory bodies were set up as part of the reforms in the public sector. These bodies, among other things, are required to ensure that: prices are neither excessive nor inadequate; services meet desired standards; consumers have a defined channel to register their complaints; and to ensure that investors and governments comply with the commitments they make. In view of the above, the Parliament of Tanzania passed an Act to establish the Surface & Marine Transport Regulatory Authority (SUMATRA) in 2001. 13.4 The SUMATRA Though the Act establishing SUMATRA was passed in 2001, it only became effective in August, 2004 and actually started operations in 2005. The objectives of SUMATRA are summed up in its mission statement, "for competitive, efficient, quality and safe transport services".
13.4.1 The Role of SUMATRA The role of SUMATRA as stipulated in Section 5 of the Act include: Promoting effective competition and economic efficiency Protecting the interests of the consumers i. Protecting the financial viability of efficient suppliers ii. Promoting the availability of regulated services to all consumers including low income, rural and disadvantaged consumers iii. Enhancing public knowledge, awareness and understanding of the regulated sectors including as to: a. The rights and obligations of consumers and regulated suppliers, b. The ways in which complaints and disputes may be initiated and resolved, c. The duties and functions of the SUMATRA. d. Taking into account the need to protect and preserve the environment. 13.4.2 The Functions of SUMATRA Section 6-(1) of the same Act mentions the functions of SUMATRA which are listed hereunder: i. To perform the functions conferred on the Authority by sector legislation. ii. Subject to sector legislation: a. To issue, renew and cancel licenses b. To establish standards for regulated goods and regulated services c. To establish standards for the terms and conditions of supply of the regulated goods and services d. To regulate rates and charges e. To make rules. iii. To monitor the performance of the regulated sectors, including in relation to:- a. Levels of investment b. Availability, quality and standards of services c. The cost of services d. The efficiency of production and distribution of services, and e. Other matters relevant to the Authority. iv. To facilitate the resolution of complaints and disputes; v. To take over and continue carrying out the functions formerly of the Tanzania Central Freight Bureau set out in section 4, 4A and 4B of the Tanzania Central Freight Bureau Act, 1981; vi. To disseminate information about matters relevant to the functions of the Authority; vii. To consult with other regulatory authorities or bodies or institutions discharging functions similar to those of the Authority in Tanzania or elsewhere. 13.5 Achievements Registered to date by SUMATRA With hardly two years of operations, SUMATRA has been able to register a number of tangible achievements. Though the list is never exhaustive, the major achievements include: i. Increase in public awareness. The level of awareness among consumers on their rights and obligations has risen tremendously. In 2006, for instance more than 132 complaints from consumers were registered and attended by the Authority. ii. Conducting three (3) seminars on maritime safety and security in Mwanza, Bukoba and Kigoma where higher rates of marine accidents/incidents have been recorded. The seminars involved owners of marine vessels, operators, Regional Commissioners, District Commissioners, Members of Parliament and other executives at the regional and district level. iii. Containing the problem of cargo congestion at the Dar es Salaam container terminal. SUMATRA in collaboration with other port’s stakeholders worked out several measures to ensure that operations at the port of Dar es Salaam were smooth and back to normal; one such measure included licensing and operationalisation of Inland Container Depots (ICDs) by private sector. Also in the process, SUMATRA managed to thwart attempts by shipping lines to introduce Vessel Delay Surcharge (VDS). The effects of VDS are many, but a crucial one, is to render the destined port uncompetitive by hiking imports and exports freight rates. iv. Last but not least, successful Consultations with stakeholders through various fora. Consultation is one crucial step which can not be ignored as all regulations rely on the cooperation of the regulatory targets that cooperate through respect for the legitimacy of the regulations, and trust in the procedures of the regulator. But legitimacy can only be achieved through a democratic process; hence proving the importance of involving stakeholders. v. Development and putting in place seven maritime safety and security regulations and drafting of 16 other regulations to be tabled before stakeholders for discussions and recommendations.
13.6 THE CHALLENGES 13.6.1 Managing Divergent Objectives When regulating prices, consumers have always demanded prices to be as low as possible whereas providers have been on the other extreme. However, it is the fact that SUMATRA as a regulator does not have access to the same details of information about technology, cost structure and demand that the operators have in some cases. SUMATRA as a regulator therefore is working hard to ensure operators reveal enough information to demonstrate that they are not abusing their monopolistic powers and that it uses appropriate methodology in determining the prices. 13.6.2 b Quality of Services I. The Complexity of Quality It involves safety, ease, reliability, type of access and the way interactions between operators and users are being carried out. It also covers environmental concerns. How much of each of these aspects a regulator needs to take into account is a challenge by itself.
II. Safety versus Environmental Concerns One obvious challenge, in developing countries like Tanzania, is striking a balance between safety and environmental concerns. Accident rates are generally much higher to the extent that safety concerns dominate environmental concerns. III. Merchant Shipping Act 2003 and TPA Act 2004 The Merchant Shipping Act 2003 and Tanzania Ports Act 2004 are the two main pieces of legislation on the maritime sub sector. The two statutes are relatively current and that the execution of the various provisions rests with SUMATRA and Tanzania Ports Authority (TPA). The Registrar of ships superintends the Merchant Shipping Act (MSA) 2003 and regulation made thereto; a function that has been delegated to him by the Minister responsible for shipping matters. The areas of enforcement of the MSA 2003 include but not limited to: a. Enforcement of the International Ship and Port Facility Security Code (ISPS Code)
b. Search and Rescue (SAR)
c. Engagement and discharge of seafarers
d. Prevention and Mitigation of marine pollution from ships
e. Training and certification of Seafarers
f. Flag and Port State functions
g. Improvement of ships safety management and environmental pollution prevention
Apart from the above mentioned responsibilities, the maritime sub-sector is also faced with the problem of having too many small vessels and cluster ports. Other regulatory concerns are on poor standards of the vessels and lack of knowledge and safety culture among owners and operators of the vessels. These endanger safety and security. This is a situation which SUMATRA is working hard to bring under control sooner than later. These tasks are enormous and pretty demanding. To discharge these responsibilities efficiently adequate financial resources are inevitable so as to have in place an effective response to pollution hazards and to build capabilities to conduct search and rescue (SAR) operations. IV. Preparation of Regulations SUMATRA will have to continue putting in place various maritime safety and security regulations apart from the already existing and drafted ones. This is a challenge that the Authority is taking very seriously. 13.7 AREAS OF INTERVENTION I. Investment and Maintenance of Infrastructure and Equipment Improving infrastructure and equipment through maintenance and investment in the new ones is paramount in dealing with challenges facing the regulator. Maintenance or investment in infrastructure and equipment particularly for ports and other marine maritime related investments will be a step forward not only in addressing the safety concern but also the reliability of services. Furthermore, SUMATRA as a regulator will be in a position to discharge its functions as a referee more efficiently and effectively without being trapped in the regulatory capture phenomenon. Moreover, the move will also be fostering the PPP schemes and competition in the industry and hence sustainability of the services. II. Building Capacity of the Regulator Given some of the highlighted challenges, it is obvious that a regulator must be professionally highly competent and of impeccable ethics. SUMATRA has recruited a team of competent professionals who have experience in their fields of specialization. However, they need to raise their capacity to perform their regulatory roles. A lot of training is required both within the country and internationally. In this regard the Authority is prepared to cooperate with any organization with similar functions through exchange programs and attachments which will enhance the regulatory skills of the staff. The Authority would be grateful to be granted a Technical Assistance (TA) in the areas of economic regulation and preparation of regulations. SUMATRA also needs to put in place communication links (through Wide Area Network) with its branches in the regions so that data and information is exchanged effectively and efficiently and hence the wide area of coverage ceases to be a challenge by itself. We also need to link the Authority with other actors in the transport sector; these actors are such as the Tanzania Revenue Authority who are the custodian of vehicle registration and driving licenses database, Tanzania Ports Authority who maintains data on shipping services, Police Force managing data on offenses committed by transport service providers, RAHCO (the Railway Infrastructure Manager), Railway operators and the Ministry of Infrastructure Development who are the parent Ministry needing data for policy formulation and evaluation and Local Governments. In order to efficiently and effectively carry out the Search and Rescue (SAR) operations and prevent (and/or mitigate) marine pollution various working tools are needed; such tools include patrol boats, a dedicated SAR aircraft (i.e. helicopter), photographic equipment, an elaborate Search and Rescue Plan and a Marine Oil Spill Contingency Plan. As for the monitoring function, there is a need to strengthen the monitoring units at SUMATRA’s headquarter and zonal offices by providing them with proper working tools and instruments. The working tools include but not limited to speed guns, alcohol meter (alcometer), exhaust gas analyzer, digital cameras, and projectors (for safety training) and a track gauge specifically for railway regulation. Hinterland links Dar es Salaam – Isaka 2 days
Isaka – Kigali (Tarmac Road) 2 days
Dar es Salaam – Mwanza 3 days
Mwanza – Kampala 1 day
Dar es Salaam – Kigoma 3 days
Kigoma – Bujumbura (barge) 1 day Port Management is as follows: For more information, please contact:
|